Internal-combustion engine



Patented Aug. 9, I898. R. DIESEL.

INTERNAL COMBUSTION ENGINE.

(Application filed July 15, 1895.

2 Sheets-Sheet I.

(No Model.)

4& r /A L WITNESSES:

mvamdm Hudol 5 Diesel,

ATTO

No. 608,845. PatentedAug. 9, I898.

R. DIESEL. INTERNAL COMBUSTION ENGINE.

(Application flledJuly 15, 1895.)

2- Sheets-Sheet 2v (No Model.)

.. Ill.

LBSEL,

mom

BY/L

UNITED. STATES RUDOLF DIESEL, OF BERLIN,

PATENT OFFICE.

GERMANY, ASSIGNOR, BY MESNE ASSIGN- YORK.

INTERNAL-COMBUSTION, ENGINE.

SPECIFICATION forming art of'iLetters Patent No. 608,845, datedAugust-9, 1898. Applicatio med July 15,1895. Serial No. 656,059. (Nomodel.) Patented iirSp'sin December 3,1894, No. 16,654; in FranceDecember 10, 1894, No. 243,531; in Belgium December 10, 18 94,

No.'113,139; in Luxemburg December 10, 1894,No.

2,192; in Italy February 21, 1895,13XXV, 132 i in England February 27,1395, F0. 4,243; in Switzerland March 6, 1895,

Nos. 10,134 and 10,135; in GermanyMarch 30, 1895, No. 86,633; in HungaryNovember 23, 1895, No. 4,639, and v Kai-ch 20, 1897,11'0. 7,876; inAustria'January 18,1896, No. 46/203, and May 22, 1896, No. 46/2,038, andin Denmark February 12, 1896,1l'o. 393- To all whom it may concern:

Be it known that I, RUDOLF DIESEL, a sub.- ject of the King of Bavaria,and a resident of Berlin, in the Kingdom of Prussia, Germany, haveinvented certain new and useful Improvements in Internal-CombustionEngines,

in England,No. 4,243,. dated February 27,

1895; in Switzerland, Nos.'10,134 and 10,135, dated March 5, 1895;in'Luxemburg, No. 2,192, dated December 10, 1894, and Patent of AdditionNo. 2,265, dated March 22, 1895; in Denmark, No. 393, 'dated February12, 1896; in Austria, No. 4 203, dated January 18, 1896, and -No.46;2,038, dated May22, 1896; in Hungary, No. 4,539, dated November 23,1895, and No. 7,876, dated March 20, 1897; in Italy, LXXV, 132, datedFebruary 21, 1895,and in Spain, No. 16,654, dated December 3, 1894, andPatent of Addition N 0. 17,085, dated March 4, 1895,) of which thefollowing is a specification.

My invention has reference to improvements in apparatus for regulatingthe fuelsupply'in slow-combustion motors, and inparticular tointernal-combustion engines adapted for carrying outthe processdescribed in my prior patent, No. 542,846, dated July 16, 1895, whichprocess consists in first compressing air or a mixture of air andneutral gas or vapor to a degree producing a temperature above theigniting-point of the fuel to be consumed, then gradually introducingthe fuel for combustion into the compressed air while expanding againstresistance sufliciently to prevent an essential increase of temperatureand pressure, then discontinuing the supplyof fuel and further expandingwithout transfer of heat.

. In ordinary combustiomengines the regulation ofwork done was performedeither the accompanying drawings, in which-- Figures 1 and 2 arediagrams illustrating the cycle of operation." Fig. 3 is a verticalsection of anengine,illustrating one form of fuel-teed, part beingbroken away. Figs. 4 and 5 are similar views illustrating modified formsfor the feed. Fig. dis a sectional elevation illustrating anothermodified form for the same. Fig; 7 shows sectional views of detailparts. Figs; 8, 9, and 10 illustrate in sectional elevation thearrangement of the mechanism for operating the valve. Figs. 11,

, 12, and 13 are sectional elevations illustrating diiferent devicesfor-mixin the air and fuel. Similar letters and fig u res f referencedes ignate corresponding parts throughout the several views of thedrawings.

Referring now to Fig. 1 of the drawings, which illustrates a theoreticalindicator-diagram of the engine, the curve 2 3 corresponds to the periodof admission and consumption of fuel, the fuel being injected under apressure greater than the pressure 0 2 at the point of highestcompression.

By varying the excess of pressure under which fuel is injected and inthe meantime the length or duration of admission of fuel thecombustion-curve 2 3, Fig. 1, is changed both in its form or position,as in its length 2 3, 2' 3 &c., thusproducing diagrams, such as-l 2 3 4or 1 2 3 4', &c. In all the diagrams shown in Fig. 1 the fuel isadmitted at the point 2 of highest compression. In Fig. 2 the beginningof admission is variable, as will be hereinafter explained.

Referring now to Fig. 3 for a description of an apparatus for carryingout the-regulation of the supply of fuel, the letter C designates acylinder provided with a piston P and with an air-valve V. D is a nozzlefor regulating thesupply of fuel, by meanspi'l l ichtheperiods ofadmission and cut-off, and consequently the length of the curve 2 3 or 23', &c., are determined with the use of a needlevalve n, actuated byanywell-known mechanism. 'Pulverulent solid fuel is contained, in ahopper T; provided with a rotary dis-' -tributing-valve r. L is areservoir'which is supplied with suppressed gas through a pipe m. v.Thjegasmay be air, a combustible gas,

' or a: mixture of combustible gas and air.

i may in the usual manner regulate the supply.

The air or gas or the mixture of the same is held under a pressurefbymeans of a pump or other well-knownmeans) in excess-of the highestpressur in'the cylinder 0. Said rescrvoir L. is connected with thecylinder 0 by apipe S and with the hopper T bya suitable branch pipe incommunication with the pipe' S.

When the valve n. is lifted to'o pen the noz zle D, the excess ofpressure in the reservoir L causes the gas toflow through the pipes andthe nozzle D into the cylinder C, carrying with it the pulverulent fueldischarged by the turning of the valve 'r. In this manner anlintimatemixture of gas'and fuel is obtained and injected into the cylinder andrapid and complete combustion is insured.

If the pressure in the reservoir L were fixed andeonstant, the samecombustion-curve 2 3 would always result for a predetermined and fixedadmission and cut-off and a predetermined or fixed highest compressionin the cylinder 0; but if .under these conditions of admission andcut-off the curve of combustion is to be altered or varied then thepres:

sure :in the reservoir L must be changed. This change is elfected bymeans of the pressure-regulating valve R, Fig.3, the weight];

of which can be shifted by means of thefrbd valve for regulating thepressure in the res:

'ervoir L may of course be of any other construction which will answerthe purpose and through the pipe m. The pressure regulation. can also beapplied, as desired, to the pump feeding the tube m. This latter methodwould be adopted shouldfluid fuel be exclusively used, in which case thereservoir L would act as'the pressure vessel of the pump. Thefuel-supply apparatus might be placed directly on the reservoir L, asthe motion of the gas therein would keep the dust in sus- 1 3' 4', 3 4&c. V effected by opening the f uel-valve a not when pension. The hopperT might also'contaiu fluid fuel.

The mixture of fuel and gas may take place inthe interior of-thecylinder or a prolongation thereof, as shown in Fig. 4. ;In this casethe reservoir L contains pure compressed air, and in addition tothenozzle D for pulverulent fuel 'I provide a nozzle (Z for liquid orgaseous fuel for the purpose of intensifying combustion. In thisinstance the nozzle dis arranged concentric with the nozzle D, theliquid orgaseous fuel being supplied to said nozzle (1 through thelateral pipe S, while the air for combustion and the solid fuel aresupplied to the nozzle D through the pipe S, leadingfrom the reservoir.

The nozzles D and d, inst-ead of being arranged concentrically, may bearranged side by side, as shown in Fig. 5, and caused to dischargeinto-a common combustion-chamber J, forming a prolongation of thecylinder and separated from the bore proper of the same bya perforatedpartition a. The regulation may be rendered still more sensitive bychanging the fixed point 2 of the diagram, forinstance, to 2' or 2 Fig.2, thus varying at the same time the height of the ordinate 0 2,.'0' 2,0 2 &c., and the length 0 1, 0' 1,.

0 1, &c., as well-as the expansion-curve 3 4, This regulation is easilythe piston is at the commencement of its return stroke, but somewhatlater, in which case compression takesillace fr 1 to 2, Fig, 2,as-before; but the compress gas first expands on the return stroke from2 to 2 or 2 2 &c.,'before the commencement of the period of combustion2' 3', 2 3 &c.

- Of course in practice the lines of the'diagram are not so regular asshown, but about as indicated in dotted lines between 2"and 3', Fig. 2.It is also evident that the lead may be given to the fuel-valve n on thecompression stroke, whereby the upper end of the compression-line 2' -2is made steeper and the combustion-curve changed to 2 3 taking,

under circumstances, even a form like 2 m 3 This lead. of the valve may.be effected 'by changing the position of the cam actuating said valve,so that the fuel will be introduced somewhat in advance of the end ofthe compression stroke of the piston and the valve kept open during partof the working stroke of the piston.

It is of particular importance that the fuel entering at themouth'should be thoroughly consumed and without the formation of soot.

For this purpose all of the above-described devices for the admission offuel may be pro vided within the cylinder with an additional 'burnersimilar in construction to those used for'the same purpose forgas-burnersthat is to say, the jet is not permitted to enter in solidcylindrical form, but is subdivided into thin sheets or jets. Theconstruction may besimilar to the Bunsen burner, which, as well known,gives a smokeless non-luminous show other forms of the same.

frame. Such burners,located within the compression-space, are shown inFigs. 6, 7, 11, 12, and 13.

Fig. 6 shows a burner which subdivides the flame into a large number ofvery small tongue-shaped slow-burning jets. M and M The principle of theBunsen burner is embodied in M and M the jet leaving the lower endwhileburning slowly and without discoloration. A similar efiect isproduced by the use of the twyer M .The uniformity of dilfusion of theheat throughout the whole mass of air in the compression-space isfurther increased by the peculiararrangement of the'burnersas, forinstance, in Fig. 11, where owing to the lengthening of the twyer-pipethe burneris attached at E, so that while the piston is receding from Ito II the greater part of the air is com pclled to pass across theburner E. A second burner 0 may be provided.

Fig. 12 shows an arrangeiiifent for introducing the fuel laterally.Thegi'ibs R R on the left force the air on its wayffrom the chamber tothe cylinder and while expanding over the burners. The ribs R R to theright may be attached to the piston, so that the motion of the lattercauses considerable agitation of the air. Finally, as shown in Fig. 13,the burner itself may be made movable for the purpose of obtaining moreperfect distribution of heat. In this case the burner may be attached tothe piston and the fuel supplied through a hollow piston-rod.

Figs. 6, S, 9, and 10 show another way of carrying out theabove-described method of regulation, the use of a special air-pumpbeing dispensed with. In this instance the piston itself compresses theair necessary, not, however, in the usual wayby the momentum of thefly-wheel after cessation of com bustionbut during the normal process ofworking without interrupting combustion and as an integral part of theworking process itself.

In Figs. 6 .and 8 the letter Y designates a valve through which duringthe regular workin g a small quantity of compressed air escapes at theend of each compressing stroke of the piston and passes by the tube b,Fig. 6, into the reservoir L. The air-pressure in the reservoir,therefore, equals the highest compression-pressure in the cylinder;butaccording to the previous description of the process an excess ofpressure is required for the injection of the fuel. To obtain thisresult, the fuel-nozzle is not opened untilthe piston has slightlyreceded from the dead-point-that is to say, until the pressure in thecylinder has become somewhat lessened. As the opening of the nozzle bythe governor occurs sooner or later, so the excess of pressure in thereservoir L varies. The injection ofthe fuel takes place, as previouslydescribed, S, Fig. 6, being the connecting-tube between the reservoir Land the nozzle, as in Fig. 3. The valve the motor.

Y can also be arranged to be opened at the end of the stroke by thepiston itself, or it might be a self-acting relief-valve, or for itmight be substituted a cock or slide-valve.

Figs. 9 and 10 show the details of the gear for positively operating thevalve Y. Wis a cam-shaft provided with a number of camsI to V- Cam IIworks valve Y in normal working. Cam III works the f uel-valve fornozzle D, and cam IV operates the main valve V of This gear serves alsoin reverse order to start the motor, compressed air passing throughvalve Y from the reservoir L into.

the cylinder to drive the piston and then escapes through the valve V.During this very short starting period the lever H, Fig. 9, takes thedotted position 11, so that the valve Y is moved by cam I instead of camII, the valve V by cam IV instead of cam V, while the f uelcam III isdisengaged. After a few revolutions made in this manner the motorobtains its normal speed. At this moment the detent p, which retains thelever H in position, is removed. The leveris automatically pushed byspring F to the normal working position II,

carrying with it the system of cams to contiuue the normal workingwithout interruption. As the moving of the cams has to occur at theexact moment, it can only take place when a specially-arranged notch inthe hub of the cams receives the detent 1).

The valve Y (shown in Fig. 7) serves three purposes: first, to start themotor with compressed air; secondly, to fill the. reservoir L duringnormal working, and, thirdly, to operate as a safety-valve, it beingloaded by a spring Z, so that on explosion in the cylinder the gases canpass to the reservoir L and thence through the safety-valve R.

To determine the maximum pressure in the cylinder, and consequently thatin the reservoir L, a hand-wheel I1 is applied, byineans of which thespring Zcan be compressed more or less either while the engine isstopped or in motion.

It is evident that by adjusting the position of the cam III on the shaft\V the time of opening of the fuel-supply valve can be variedthat is tosay, by turning the cam either to the right or the left on the cam-shaftthe time of admission will be made earlier or later. It is also evidentthat by interchanging cams a different timing of admission can beobtained.

That I claim as new is- I 1. In an internal-combustion engine, thecombination of a cylinder and piston constructed and arranged tocompress air to a degree producing a temperature above theigniting-point of the fuel, a supply for compressed air or gas; afuel-supply; adistributin g-valve for fuel, a passage from the airsupplyto the cylinder in communication with the fuel-distributing valve, aninletto the cylinder in communication with the air-supply and with the fuel-valve, and a cut-oil, substantially as described.

2. In an internal-combustion engine, the combination of a cylinder andpiston constructed and arranged to compress air to a degree producing atemperature above the igniting-point of the fuel; a distributing-valvefor fuel; a cutoff for Varying the time and duration of the supply offuel, and a burner placed in the combustion space and constructed forslow and perfect combustion'of the gradually-introduced stream of fuel,substantially as shown and described.

3. In an internal-combustion engine, the

combination of a cylinder and piston constructed and arranged tocompress air to a degree producing a temperature above theigniting-point of the fuel, a supply for compressed air or gas, ahopper, a distributingvalve for pulverulent fuel, a passage from theair-supply to the cylinder in communication with the fuel-distributingvalve, an inlet-valve to the cylinder in communication with theair-supply and with the valve for pulverulent fuel, and a cut-olf forthe fuelsupply, substantially as shown and described.

4. In an internal slow-combustion engine, the combination of a cylinderand piston constructed and arranged to compress air to a degreeproducing a temperature above .the igniting-point of the fuel, a supplyfor compressed air, a hopper and distributing-valve for pulverulentfuel, asupply-pipe for liquid- .fuel, a valve or valves leading to thecylinder and communicating with the pulverulentfuel-distributing valveand the liquid-fuelsupply pipe, and a cut-off for the f uel-supply,substantially as specified.

5. In an internal-combustion engine, th combination of a supply forcompressed air, a feed for pulverulent fuel placed in communication withthe air-supply and with the cylinder, and an auxiliary feed for liquidfuel communicating with the cylinder, substantially as specified.

6. In an internal-combustion engine, the combination of a cylinder andpiston, a supply for compressed air, a distributing-valve communicatingwith the air-supply and with a fuel-supply for gradually introd ucing aum itary, or mixed fuel, into the combustionspace, a valve placedbetween the air-supply and the cylinder, and a reversinggear incooperation with said valve for starting the mot-orwith the compressedair from the air-supduring part of the working stroke, substantially asand for the purpose specified.

8. In an internal-combustion engine, the combination of a cylinder andpiston constructed to compress air or a mixture of air and neutral gasgastorage-reservoir in communication withjtlie combustion-space of thecylinder, a valve 'fcontrollin g this comm unication and opening-toadmit compressed air from the cylinder to the reservoir, and a fuelfeedin communication with said reservoir for the introduction of fuel to thecombustionspace under the pressure of the compressed air or gas in thereservoir, substantially as dc scribed.

9. In an internal-combustion engine, the combination of a cylinder andpiston con structed and arranged to compress air to a degree producing atemperature above the igniting-point of the fuel, a distributing-valvefor fuel, and a cut-off for varying the time and duration of the supplyof fuel by said valve, substantially as described.

In testimony that I claim the foregoing as my invention I have signed myname in presence of two witnesses.

RUDOLF DIESEL. lVitnesses:

WM. I-IAUPT, OHR. Kaiicnn.

